Auxiliary air-admission device.



T. N. C. KORESSIOS.

AUXILIARY AIR ADMISSION DEVICE.

APPLICATION FILED NOV-7,1916. 1,238,691 Patented Aug. 28, 1917.

2 SHEETSSHEET 1.

27h. Theodore/VGKors iagfm/enhr T. N. C. KORESSIOS. AUXILIARY AIR ADMISSION DEVICE.

APPLICATION FILED NOV-7.1916- Patented Aug. 28, 1917.

2 SHEETSSHEET 2.

WIwSSES,

rne are 'rnnononn NICOLAS; consis s?" KORESSlO-S; on Lennon; ENGLAND;

AUXILIARY nm-rimvussron DEVICE.

Specificationof Letters Batent. Patented? Aug, 28,,L91fh Application'filedNovember '7, 1916. Serial No. 130,093i

Broad street, in the city of London, King-- dom of England, have invented certain new and useful Improvements in Auxiliary Air- Admission Devices for Internal-Combustion- Engines, of which the following is a speci fication.

It is well known that even with the most up-to-date carbureters it is impossible to obtain in one operation, a perfect mixture of petrol with air, as a considerable quantity of molecules of petrol remain 1IlS11SP8I1S1OI1 1n the" mixture obtained, without beingsaturated with air, and instead of being transformed into an explosive gas they enter the engine cylinders and are simply burnt with out the explosive eifect. 3

In order to obtain a perfectmixture the operation of mixing must'be repeated many times, viz., the mixture of petrol and air that is obtained in the carbureter passes into a mixer and has a new quantity of air introduced thereinto, and the mixture obtained in the mixer passes into athird mixer in which a further addition of air is introduced and so on until every-petrol molecule is absolutely saturated. In practice these operations are limited to two carburetors and the induction pipe can be utilized as a ln'ixerby opening a hole in its wall for the admission ofair. y

The idea of saturating with air the tree molecules of petrol by anintroduction of air at the moment when these molecules, carried by the mixture, pass through the induction pipe has been long since adopted, and a large number of additional air-inlet devices" are on the market. a y l y The mixing of a1r with free molecules of petrol in the mixer, (induction pipe), must i be performed under absolutely the identical conditions as the mixing of petrol and air in the carbureter. In the carbureterthe air,

as well as thepetrol, is influenced by thedirect pressure of the atmosphere, viz.,under the same degree of pressure; for the mixer also this law 'must be rigorously observed,

viz; the degree of atmospheric pressure (or vacuum) on the mixture wh ch contains the petrol molecules, and the degree of atmospheric pressure (or vacuum) on the air vice shown in Fig. 2.

which isto beintroduced mustbeequal;

The mixture in motion in the induction pipe issubj'ect to a variation of pressure ("or vacuum) and this" variation is regulated by the degreeo-f vacuum produced by the aspiration ofthe enginepistons: hn orderthen to introduce'into this mixture a quantity of air with the object to saturate the free mole oules of petrol, it is desirablethat this air be brought to the same degree of pressure (or vacuunr) as that whicl'r effects the mixture atthemoment of the introduction; Beyond this, the air must beregulated according to the quantity, the speed, and the richness in petrol of the mixture passing through the induction pipe.

When the engine starts, or when it runs very slowly, the proportion ot petrol must be much larger than when the engine is in ful l motion. In the first case the mixture obtained in the carburetenis suitable for the purposeand the new admission of additional air must be completely suppressed, and only when the engine has obtained a certain speed maya further quantity of air be admitted, and this admission" of air lriust be increased in proportion to the increase of the speed of the engine, but this air mustalbvays be kept under the same variatrons of pressure that affects the mixture. The pressure decreases with the increase ofthe engine speed and vice versa. The apparatus provided by the invention is conceived and constructed tofulfil the above conditions Theapparatus is actuated in conjunction withthe throttle valve otthe carbureter and a which Figure 1 1s a partlysectional elevation of the preferred mechanism for controlling the air admission device in conjunction with the control of the carbu-reter.

Fig. 2 is a central verticalseetion otthe air admission device.

Flg. 3 is a transverse section of the mechanism shown in Fig. 1.

Fig. 4: is a horizontal section of the de- Fig. 5 is a detail view of the spring valve.

Figs. 6, 7 and 8 are plans of the disks 15, 18 and 24, respectively.

Fig. 9 shows the lid of the air admission device forming a dial indicating the degrees of admission of air.

Figs. 10 and 11 are respectively, a cross section and a partly sectional elevation of a modified form of mechanism for operating 2 Referring particularly to Figs. 1 to 9, a

cylindrical boxll, is divided into two compartments by a disk 15, bearing a slot 16 and a hole 17. On this disk 15 another disk 18 having aslot 19 fixed on a spindle 20 and bearing a toothed wheel 21, can turn freely. On the upper end of the spindle 20 a pointer.

22 is fixed, and a spring 23 presses the disk 18 against the disk 15 to insure a perfect contact betweenthem. The compartment above the disk 18 is divided by two disks 24, each of which is formed with two slots 25 covered with fine metal gauze. The box 14 is provided with a lid 26 Within which a ring 27 fitted with a disk 28 having slots 29 covered with gauze, can turn with a certain amountof friction. The lid 26and ring 27 are each formed with two slots 30, so that by turning said ring 27 within the lid 26 the slot of the ring comes over the slotof the lid and can operate as a register for regulating, the admission of the air. into the de- ,vice.- Theupper surface of the lid 26 forms a dial divided into eight parts bearingthe figures 4 0, 1, 2, 3, 4 and 0. 1

The wheel 21 meshes with a toothed rack on. bar 31 connected by a rod 32 to another toothed rack or bar 33, which rod and racks are slidably mounted within a square tube 34;.

The rack 33;isin mesh with a sector arm or lever 35 the arcuate edge of which is formed by a number of teeth, and which arm pivots on a spindle 36. y

If desired and as illustrated in Figs. 10 and 11, the teeth on the sector arm and rack 33, can be replaced by a finger or lug 37 and a bar 38 formed with a slot 39 respectively. A second lever or arm 40 is provided which lever is formed with a number of tapped holes 41, into any one of which holes a headed and shouldered screw 42 can be screwed, This lever pivots on a spindle 43 on which a sleeve 44% is fitted and riveted at 45, which. sleeve is adapted to receive the end of the spindle 46 of the accelerator pedal.

A flat spring valve-47 bearing a wedge 48 is secured on the disk 18 in such manner that when pressed down said spring completely covers and closes the slot 19 and when released leaves said slot completely open.

The compartment under the disk 15 forms an airtight box through the side walls of which a nipple 191s fitted. A connecting he nut joins. this nipple with one end-of a flexible tube 50, the other end of which tube is connected with the induction pipe ofthe engine. r 1 I The apparatus is preferably fixed on the dashboard of the car, the spindle 46 of the accelerator pedal 51 being adapted to the sleeve 44 as indicated in Figs. 12 and 13.

The operations of the apparatus are as follows v When the pedal 51 is depressed the lever 40 moves downward or from right to left when consideringFigs. 1 and 11, and forces the sector arm or lever 35- to followthis movement by the medium of the screw 42 orthe lug 37 and slot 39, The arm or. lever 35 pulls'thebars 33 or 38, 32 and 31' down and the bar3l turns the wheel21 clockwise and the disk18 turns in the same.

sense on the disk15, so that bvthis movement the slots 30 coincide and the slot 19 registers with the slot-16 and opens the admission of air through the device to the engine. At. this position thepointer 22 points to 4 (Fig. 3)

When the accelerator pedal 51' moves upward the reversed motion of all the above 1 parts is performed, the slot 19 movesaway from the slot 16, and by this the passage of air is cut off. a p

All engines require a very rich. gas n small quantities for starting, and many of them require a rich gas in very great quane tities for picking up. In the firstcase the opening of the. accelerator must be .made gradually without admitting any more air thanthat provided by the air throttle of the carbureter. In the second case the ac celerator must be pushed to fully open position but admitting no more air than that admitted by theair throttle of the carbureter.

For the first case when 'the pointer points to 0 the end a of the slot19 shown in, about aninch from the slot 16 shown in .Fig.

Fig. 7is at a distance of the. end I) of 6 of the drawings, so that no admission ofair is made duringthe course of the pointer from '0 to 1. At the point -1 the end a starts registeringwith the end 6 andadmission increases gradually as the slot .19 moves over the slot 16 and until the pointer reaches the point 4. For the when, the pointer 22 reaches the point the second case wedge 48 on the spring 47 is brought under a small fixed bar 52 and when the disk 18 is turned slightly more with the pointer on 0 the wedge engages under the bar and presses down the spring which shuts the slot 19 and cuts ofi all admission of air.

Many cars when running ofi every admission of gas. Should this be the case, the pedal of the accelerator is completely released so that the pointer is moved to P and consequently the end 0 of the slot 19 is brought over the hole 17 oi the disk 15, thus establishing an admission of air for cooling the cylinders and for acting as a brake.

In carbureters the length of the are that the lever controlling the throttle describes in its motion from fully open position to fully shut position, varies enormously from to 23; inches and this movement is consequently repeated by the accelerator pedal. The apparatus provided by the invention, on the other hand, describes from fully open to fully shut always the same length of motion. It is therefore absolutely necessary to establish a standard device in order to combine in every case, the variable lengths of motion made by the throttle control levers of various makes of carbureters to the constant length of motion of the apparatus. This is obtained by the combination and adjustment of the two levers 35 and 40 in the casing 53. The sector arm or lever 35 always describes the same angular motion that is, from 4L to-0 The lever 40, being connected with the accelerator pedal 51 in the manner described, its angular motion must be equal to the two extreme positions of the carbureter throttle, from fully open to fully shut, which motion varies according to the make of the carbureter. The combination of these two lengths of are into one is obtained by increasing or decreasing the effective length of the lever 40 between the center of the spindle 43 and the center of the screw 42 by placing this screw in the correct hole 41.

The regulation of the pressure of the air admitted to the pressure of the gases in the induction pipe, is performed as follows When the engine is working and the pointer 22 is on 0, no admission, a vacuum, produced by the pistons is established Within the induction pipe, in the flexible tube 50, and in the compartment under the disk 15. hen the pointer indicates the opening, the air sucked in owing to the vacuum enters by the slots 30 and passes through the gauzed slots 25 and 29 of the disks 24: and 28, and through the flexible tube 50 into the induction pipe. Owing to the arrangement of the slots and the presence of the gauze the air Copies of this patent may be obtained for down hill cut is caused to travel in a sinuous path and its passage is obstructed in such a way that when it is at the end of its course about to enter the induction pipe, its atmospheric pressure or degree of vacuum, is the same as the degree of vacuum of the gases in the induction pipe. The regulation of the quantity of air to be admitted is performed, according to the suction power'of the engine by the registers 30.

The resistance to the free passage of the air through the air admission device can be increased by filling the spaces between the disks 2% with metal or other clippings or filings, or by placing gauze inside the connecting nipples of the flexible tubing 50.

hat I claim is 1. Auxiliary air admission apparatus for internal combustion engines, comprising a device for the admission of air, means for controlling the throttle of the carburetor of the engine, a slotted lever operatively connected to said air admission device, a disk having a toothed wheel in the air admission device, a lever formed with a plurality of tapped holes and operatively connected to said throttle control means, a screw slidably seated within the slot and engaging any one of the tapped holes and operatively and adjustably connecting the two levers to one another, and connecting means engaged with the slotted lever and the toothed wheel.

2. Auxiliary air admission apparatus for internal combustion engines, comprising a device forthe admission of air, means for controlling the throttle of the carbureter of the engine, a lever formed with teeth, a rotatable disk in said air admission device and provided with a toothed wheel, a toothed bar meshing with the teeth on the lever, a toothed bar meshing with the teeth of the wheel, means connecting the two toothed bars together, a lever operatively connected to the throttle control means, and means op eratively connecting the two levers together.

3. Auxiliary air admission apparatus for internal combustion engines, comprising a device for the admission of air and including a lower fixed disk and an upper disk rotatable on said lower disk, a flat spring valve carried on said rotatable disk, a wedge member on said spring valve, a fixed bar adapted to cooperate with said wedge member, means for controlling the throttle of the carbureter of the engine, a lever operatively connected to said rotatable disk, a lever operatively connected to said throttle control means, and means for operatively connecting the two levers together.

In testimony whereof I have hereunto subscribed my name.

THEODORE NICOLAS CORESSY KORESSIOS.

five cents each, by addressing the Commissioner oi Patents, Washington, .D. G. v 

